Cylinder pressure based control of dual fuel engines

ABSTRACT

Systems and methods for controlling operation of dual fuel internal combustion engines in response to cylinder pressure based determinations are disclosed. The techniques control fueling contributions from a first fuel source and a second fuel source to achieve desired operational outcomes in response to the cylinder pressure based determinations.

FIELD OF THE INVENTION

The present invention relates generally to dual fuel internal combustionengines, and more particularly is concerned with cylinder pressure basedcontrol of a dual fuel internal combustion engine.

BACKGROUND

A dual fuel engine is an engine that includes a first fuel source thatis utilized as the sole fuel source during certain operating conditionsand a second fuel source that is integrated with the first fuel sourceat other operating conditions. In certain applications, the first fuelsource is a diesel fuel and the second fuel source is natural gas. Thediesel fuel provides the initial, low load levels of operation and isused for ignition for the natural gas at higher load operations. Thesubstitution of natural gas for diesel fuel improves high loadperformance and emissions reduction, particularly when the engine isemployed at locations where natural gas is abundant or available at lowcost.

When the engine is operating in dual fuel mode, natural gas isintroduced into the intake system. The air-to-natural gas mixture fromthe intake is drawn into the cylinder, just as it would be in aspark-ignited engine, but typically with a leaner air-to-fuel ratio.Near the end of the compression stroke, diesel fuel is injected, just asit would be in a traditional diesel engine. The diesel fuel ignites, andthe diesel combustion causes the natural gas to burn. The dual fuelengine combusts a mixture of air and fuel in the cylinders to producedrive torque. A dual fuel engine can operate either entirely on dieselfuel or on the substitution mixture of diesel and natural gas, butcannot operate on natural gas alone. However, the dual fuel enginetypically delivers the same power density, torque curve and transientresponse as the base diesel engine does.

Dual fuel engines encounter difficulties during operation to provide theoptimal balance of diesel fuel energy and natural gas energy. The amountand heating value of diesel fuel that is delivered to the combustionchambers of the cylinders is readily determined, and thus the energyprovided by the diesel fuel can be readily determined. However, it isdifficult to determine an accurate flow rate or quantity of natural gasthat is delivered to the cylinders. In addition, the heating value ofnatural gas is not constant. As a result, current techniques fordetermining and providing a substitution rate of natural gas for dieselfuel in the dual fueling mode often result in less than the optimalbalance between diesel fueling and natural gas fueling being achieved.Thus, there remains a need for additional improvements in systems andmethods for providing and controlling fueling in dual fuel engines.

SUMMARY

Unique systems and methods are disclosed for controlling operation of adual fuel engine in response to an operating condition determined from apressure determination in at least one cylinder of the engine. Duringoperation, the at least one cylinder receives fueling from a liquid fuelsource and a gaseous fuel source. The systems and methods includedetermining a pressure of at least one cylinder of the engine, anddetermining an operating condition of the at least one cylinder inresponse to the pressure determination.

In one embodiment, operating condition is a total energy output of theat least one cylinder. A contribution of the liquid fuel to the totalenergy output is determined from the flow rate and heating value of theliquid fuel, and the contribution of the gaseous fuel is determined froma difference between the total energy output and the contribution of theliquid fuel to the total energy output. The substitution rate of gaseousfuel for the liquid fuel is adjusted in response to the contribution ofthe gaseous fuel deviating from a target contribution of the gaseousfuel to the total energy output.

In a further embodiment, the operating condition of the at least onecylinder determined by the pressure measurement includes an indicatedmean effective pressure (IMEP) of the cylinder. As used herein, IMEP canbe the gross IMEP calculated for the 360 crank degrees which include thecompression stroke and the expansion stroke, or the NIMEP, which iscalculated over the complete engine cycle (720 degrees for a four strokecycle engine), or it can be a cylinder pressure measurements thatcorrelates with the IMEP. Since IMEP is an indication of the totaltorque output of the engine, the adjustment of the substitution rate forthe gaseous fuel adjusts the torque contribution of the gaseous fuel tothe total torque output. In yet a further embodiment, the operatingcondition of the at least one cylinder includes a peak cylinder pressurethat is monitored and corrective actions are taken, such as reducingboost pressure, to prevent over-pressurization of the cylinder.

In another embodiment, the operating condition of the at least onecylinder includes a combustion parameter that is determined from thepressure measurement. Deviations in the combustion parameter from atarget combustion parameter are controlled by adjusting the fuelingcommands for the liquid fuel source and/or the gaseous fuel source. Thecombustion parameter may include any one or combination of a heatrelease rate or heat release placement of the combustion in thecylinder, an effective expansion ratio of the cylinder, a centroid ofheat release of the combustion in the cylinder, a pressure ratio in thecylinder, and a knock condition in the cylinder.

In another embodiment, the charge flow to the cylinder is controlled bythe determination of the contribution of the gaseous fueling to thetotal energy output. For example, in one embodiment the air-to-fuelratio or lambda of the charge flow to the at least one cylinder iscontrolled. A target lambda of the charge flow in response to engineoperating conditions can be determined, for example, from look-up tablesstored in a memory of a controller. The actual lambda of the charge flowcan be determined by dividing the mass air flow of the charge flow withthe energy contribution of the gaseous fuel to the energy output of thecylinder. The actual charge flow lambda is then compared to the targetcharge flow lambda, and adjustments in the substitution rate of thegaseous fueling, the intake air flow, and/or the EGR flow can be made tocompensate for any differences. The charge flow could also oralternatively be controlled toward the target charge lambda by operationof a wastegate of a turbine, a variable geometry turbine, an intakethrottle, a compressor bypass valve, or a combination of these. In stillother embodiments, the charge flow lambda is controlled to meet a targetheat release placement or rate, an effective expansion ratio, and/or aparameter indicative of a centroid of heat release of the combustion inthe cylinder.

This summary is provided to introduce a selection of concepts that arefurther described below in the illustrative embodiments. This summary isnot intended to identify key or essential features of the claimedsubject matter, nor is it intended to be used as an aid in limiting thescope of the claimed subject matter. Further embodiments, forms,objects, features, advantages, aspects, and benefits shall becomeapparent from the following description and drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic illustration of a portion of an internalcombustion engine system with a dual fuel system.

FIG. 2 is a schematic illustration of another portion of the internalcombustion engine system of FIG. 1 showing various embodiments of a dualfueling system.

FIG. 3 is a schematic illustration of a cylinder of the internalcombustion engine system of FIG. 1 showing a sensor connected with acontroller.

FIG. 4 is a flow diagram of example procedures for controlling operationof a dual fuel engine in response to an operating condition determinedas a function of pressure in at least one combustion chamber in at leastone cylinder.

FIG. 5 is a flow diagram of another embodiment procedure for controllingoperation of a dual fuel engine in response to a transition betweenfueling modes.

DESCRIPTION OF ILLUSTRATIVE EMBODIMENTS

For the purposes of promoting an understanding of the principles of theinvention, reference will now be made to the embodiments illustrated inthe drawings and specific language will be used to describe the same. Itwill nevertheless be understood that no limitation of the scope of theinvention is thereby intended, any alterations and further modificationsin the illustrated embodiments, and any further applications of theprinciples of the invention as illustrated therein as would normallyoccur to one skilled in the art to which the invention relates arecontemplated herein.

With reference to FIGS. 1 and 2, an internal combustion engine system 20is illustrated in schematic form. A fueling system 21 is also shown inschematic form that is operable with internal combustion engine system20 to provide fueling for engine 30 from a first fuel source 102 and asecond fuel source 104. Internal combustion engine system 20 includesengine 30 connected with an intake system 22 for providing a charge flowto engine 30 and an exhaust system 24 for output of exhaust gases. Incertain embodiments, the engine 30 includes a lean combustion enginesuch as a diesel cycle engine that uses a primary fuel from first fuelsource 102 that is a liquid fuel such as diesel fuel and a secondaryfuel from second fuel source that is a gaseous fuel. The secondary fuelcan be, for example, natural gas, bio-gas, methane, propane, ethanol,producer gas, field gas, liquefied natural gas, compressed natural gas,or landfill gas. However, other types of primary and secondary fuels arenot precluded, such as any suitable liquid fuel and gaseous fuel. In theillustrated embodiment, the engine 30 includes six cylinders 31 a-31 fin an in-line arrangement. However, the number of cylinders(collectively referred to as cylinders 31) may be any number, and thearrangement of cylinders 31 may be any arrangement, and is not limitedto the number and arrangement shown in FIG. 1. In still otherembodiments, engine 30 is a rotary engine.

Engine 30 includes an engine block 35 that at least partially definesthe cylinders 31. A plurality of pistons 130 (FIG. 3) may be slidablydisposed within combustion chambers 132 of the respective cylinders 31to reciprocate between a top-dead-center position and abottom-dead-center position. Each of the cylinders 31, its respectivepiston 130, and the cylinder head 134 form a combustion chamber 132. Inthe illustrated embodiment, engine 30 includes six such combustionchambers 132. However, it is contemplated that engine 30 may include agreater or lesser number of cylinders 31 and combustion chambers 132 andthat cylinders 31 and combustion chambers 132 may be disposed in an“in-line” configuration, a “V” configuration, or in any other suitableconfiguration.

In one embodiment, engine 30 is a four stroke engine. That is, for eachcomplete combustion cycle (i.e., for every two full crankshaftrotations), each piston 130 of each cylinder 31 moves through an intakestroke, a compression stroke, a combustion or power stroke, and anexhaust stroke. Thus, during each complete cycle for the depicted sixcylinder engine, there are six strokes during which air is drawn intoindividual combustion chambers 132 from intake supply conduit 26 and sixstrokes during which exhaust gas is supplied to exhaust manifold 32.

The engine 30 includes cylinders 31 connected to the intake system 22 toreceive a charge flow and connected to exhaust system 24 to releaseexhaust gases produced by combustion of the primary and/or secondaryfuels. Exhaust system 24 may provide exhaust gases to a turbocharger 46,although a turbocharger is not required. In still other embodiments,multiple turbochargers are included to provide high pressure and lowpressure turbocharging stages that compress the intake flow.

Furthermore, exhaust system 24 can be connected to intake system 22 withone or both of a high pressure exhaust gas recirculation (EGR) system 51and a low pressure EGR system 60. EGR systems 51, 60 may include acooler 52, 62 and bypass 54, 64, respectively. In other embodiments, oneor both of EGR systems 51, 60 are not provided. When provided, EGRsystem(s) 51, 60 provide exhaust gas recirculation to engine 30 incertain operating conditions. In any EGR arrangement during at leastcertain operating conditions, at least a portion the exhaust output ofcylinder(s) 31 is recirculated to the engine intake system 22. In thehigh pressure EGR system 51, the exhaust gas from the cylinder(s) 31takes off from exhaust system 24 upstream of turbine 48 of turbocharger46 and combines with intake flow at a position downstream of compressor50 of turbocharger 46 and upstream of an intake manifold 28 of engine30. In the low pressure EGR system 60, the exhaust gas from thecylinder(s) 31 a-31 f takes off from exhaust system 24 downstream ofturbine 48 of turbocharger 46 and combines with intake flow at aposition upstream of compressor 50 of turbocharger 46. The recirculatedexhaust gas may combine with the intake gases in a mixer (not shown) ofintake system 22 or by any other arrangement. In certain embodiments,the recirculated exhaust gas returns to the intake manifold 28 directly.

Intake system 22 includes one or more inlet supply conduits 26 connectedto an engine intake manifold 28, which distributes the charge flow tocylinders 31 of engine 30. Exhaust system 24 is also coupled to engine30 with an engine exhaust manifold 32. Exhaust system 24 includes anexhaust conduit 34 extending from exhaust manifold 32 to turbine 48 ofturbocharger 46. In one embodiment, exhaust conduit 34 is flowed coupledto exhaust manifold 32, and may also include one or more intermediateflow passages, conduits or other structures.

Exhaust conduit 34 extends to turbine 48 of turbocharger 46.Turbocharger 46 may be any suitable turbocharger known in the art,including variable-geometry turbine turbochargers and waste-gatedturbochargers. Turbocharger 46 may also include multiple turbochargers.Turbine 48 is connected via a shaft 49 to compressor 50 that is flowcoupled to inlet supply conduit 26. Turbine 48 of the illustratedembodiment further includes a controllable wastegate 70 or othersuitable bypass that is operable to selectively bypass at least aportion of the exhaust flow from turbine 48 to reduce boost pressure andengine torque under certain operating conditions. In another embodiment,turbine 48 is a variable geometry turbine with an inlet that isselectively modulated to permit a desired amount of exhaust flowtherethrough.

An aftertreatment system (not shown) can be connected with an outletconduit 68. The aftertreatment system may include, for example,oxidation devices (DOC), particulate removing devices (DPF, CDPF),constituent absorbers or reducers (SCR, AMOX, LNT), reductant systems,and other components if desired.

Compressor 50 receives fresh air flow from intake air supply conduit 23.Second fuel source 104 may also be flow coupled at or adjacent the inletto compressor 50 which compresses fuel from second fuel source 104 withthe charge flow for delivery to combustion chambers 132 of cylinders 31.Intake system 22 further includes a compressor bypass 72 that connects adownstream or outlet side of compressor 50 to an upstream or inlet sideof compressor 50. Compressor bypass 72 includes a control valve 74 thatis selectively opened to allow charge flow to be returned to the inletside of compressor 50 to reduce compressor surge under certain operatingconditions, such as when an intake throttle 76 is closed. Inlet supplyconduit 26 may include a charge air cooler 36 downstream from compressor50 and intake throttle 76. In another embodiment, a charge air cooler 36is located in the intake system 22 upstream of intake throttle 76.Charge air cooler 36 may be disposed within inlet air supply conduit 26between engine 30 and compressor 50, and embody, for example, anair-to-air heat exchanger, an air-to-liquid heat exchanger, or acombination of both to facilitate the transfer of thermal energy to orfrom the flow directed to engine 30.

In operation of internal combustion engine system 20, fresh air issupplied through inlet air supply conduit 23. The fresh air flow orcombined flows can be filtered, unfiltered, and/or conditioned in anyknown manner, either before or after mixing with the EGR flow from EGRsystems 51, 60 when provided. The intake system 22 may includecomponents configured to facilitate or control introduction of thecharge flow to engine 30, and may include intake throttle 76, one ormore compressors 50, and charge air cooler 36. The intake throttle 76may be connected upstream or downstream of compressor 50 via a fluidpassage and configured to regulate a flow of atmospheric air and/orcombined air/EGR flow to engine 30. Compressor 50 may be a fixed orvariable geometry compressor configured to receive air or air and fuelmixture from fuel source 104 and compress the air or combined flow to apredetermined pressure level before engine 30. The charge flow ispressurized with compressor 50 and sent through charge air cooler 36 andsupplied to engine 30 through intake supply conduit 26 to engine intakemanifold 28.

With further reference to FIG. 2, fuel system 21 is configured toprovide dual fueling of engine 30. Fuel system 21 includes first fuelsource 102 and second fuel source 104. First fuel source 102 isconfigured to provide a flow of a first liquid fuel to cylinders 31 withone or more injectors at or near each cylinder 31. Second fuel source104 is connected to intake system 22 with a mixer just upstream of aninlet of compressor 50 to provide a flow of a second, gaseous fuel tothe combustion chamber 132 of each cylinder 31. In certain embodiments,the cylinders 31 each include at least one of a port injector or adirect injector for delivering fuel to the combustion chamber thereoffrom a primary fuel source, such as first fuel source 102. In addition,an injector at compressor 50 can be provided for delivery or inductionof fuel from the second fuel source 104 with the charge flow deliveredto cylinders 31.

The fueling from the first fuel source 102 is controlled to provide thesole fueling at certain operating conditions of engine 30, and fuelingfrom the second fuel source 104 is provided to substitute for fuelingfrom the first fuel source 102 at other operating conditions to providea dual flow of fuel to engine 30. In embodiments where the first fuelsource 102 is diesel fuel and the second fuel source 104 is natural gas,a control system including controller 200 is configured to control theflow of liquid diesel fuel from first source 102 and, under certainoperating condition, control the flow of gaseous fuel from second source104 in accordance with engine speed, engine loads, intake manifoldpressures, and fuel pressures, for example. In one embodiment, a targetsubstitution rate of gaseous fuel from second fuel source 104 isdetermined according to look-up tables stored in controller 200. Oneexample of a gas substitution control system and method for a dual fuelengine is disclosed in PCT Publication No. WO 2011/153069 published onDec. 8, 2011, which is incorporated herein by reference.

A direct injector, as utilized herein, includes any fuel injectiondevice that injects fuel directly into the cylinder volume, and iscapable of delivering fuel into the cylinder volume when the intakevalve(s) and exhaust valve(s) are open and/or closed. The directinjector may be structured to inject fuel at the top of the cylinder orlaterally of the cylinder. In certain embodiments, the direct injectormay be structured to inject fuel into a combustion pre-chamber. Eachcylinder 31, such as the illustrated cylinders 31 a-d in FIG. 2(cylinders 31 e and 31 f omitted for brevity, it being understood thatany cylinder arrangement and number as discussed herein is contemplated)may include one or more direct injectors 116 a-116 d, respectively. Thedirect injectors 116 a-116 d may be the primary fueling device for firstfuel source 102 for the cylinders 31 a-31 d.

A port injector, as utilized herein, includes any fuel injection devicethat injects fuel outside the engine cylinder in the intake manifold toform the air-fuel mixture. The port injector sprays the fuel towards theintake valve. During the intake stroke, the downwards moving pistondraws in the air/fuel mixture past the open intake valve and into thecombustion chamber. Each cylinder 31 may include one or more portinjectors 118 a-118 d, respectively. In one embodiment, the portinjectors 118 a-118 d may be the primary fueling device for first fuelsource 102 to the cylinders 31 a-31 d. In the illustrated embodiment,the second fuel source 104 can be connected to intake system 22 with amixer 117 upstream of intake manifold 28, such as at or upstream of theinlet to compressor 50.

In certain embodiments, each cylinder 31 includes one of a port ordirect injector that is capable of providing all of the designed primaryfueling amount from first fuel source 102 for the cylinders 31 at anyoperating condition. Second fuel source 104 provides a flow of a secondfuel to each cylinder 31 through a natural gas injector upstream ofintake manifold 28 to provide a second fuel flow to the cylinders 31 toachieve desired operational outcomes, such as improved efficiency,improved fuel economy, improved high load operation, and other outcomes.

One embodiment of system 20 includes fuel system 21 with at least onefuel source 102 to provide a primary fuel flow to all the cylinders 31and a second fuel source 104 that provides a second fuel flow to all thecylinders 31 in addition to the primary fuel flow under certainoperating conditions. First fuel source 102 includes a first fuel pump105 that is connected to controller 200, and the second fuel source 104is pressurized and/or may include a second fuel pump 106 that isconnected to controller 200. Each of the cylinders 31 includes aninjector, such as direct injectors 116 a-116 d or port injectors 118a-118 d associated with each of the illustrated cylinders 31 a-31 d ofFIG. 2. First fuel pump 105 is connected to each of the direct injectors116 a-116 d and/or injectors 118 a-118 d with a first fuel line 109.First fuel pump 105 is operable to provide a first fuel flow from firstfuel source 102 to each of the cylinders 31 a-31 d in a rate, amount andtiming determined by controller 200 that achieves a desired power andexhaust output from cylinders 31 from first fuel source 102.

Second fuel source 104 is connected to the inlet of compressor 50 withmixer 117 with a second fuel line 108. A shutoff valve 112 can beprovided in fuel line 108 and/or at one or more other locations in fuelsystem 21 that is connected to controller 200. Second fuel pump 106 isoperable to provide a second fuel flow from second fuel source 104 in anamount determined by controller 200 that achieves a desired power andexhaust output from cylinders 31 with fuel from second fuel source 104.In another embodiment, second fuel pump 106 is omitted and fuel issupplied to a flow control valve 114 under pressure from a pressurizedsecond fuel source 104. In still another embodiment, fuel from secondfuel source 104 is provided directly to the combustion chambers ofcylinders 31.

Direct injectors 116 a-116 d or port injectors 118 a-118 d and flowcontrol valve 114 are electrically connected with controller 200 toreceive fueling commands that provide a fuel flow from first and secondfuel sources 102, 104 to the respective cylinder 31 in accordance withfuel commands determined according to engine operating conditions andoperator demand by reference to fueling maps, control algorithms, orother fueling rate/amount determination source stored in controller 200.Controller 200 can be connected to actuators, switches, or other devicesassociated with fuel pumps 105, 106, shutoff valve 112, intake throttle76, compressor bypass valve 74, wastegate 70, flow control valve 114,injectors 116, 118, and/or intake valve 140 and exhaust valve 142 andconfigured to provide control commands thereto that regulate the amount,timing and duration of the flows of the first and second fuels tocylinders 31, the charge flow, and the exhaust flow to provide thedesired power and exhaust output.

Referring now to FIG. 3, there is shown a cylinder 31 including piston130 housed in a combustion chamber 132 and a control system of thepresent invention, indicated generally at 120. FIG. 3 shows a singleengine cylinder 31 of the multi-cylinder reciprocating piston typeengine shown in FIGS. 1-2. Of course, the control system of the presentinvention could be used to control fuel delivery and combustion in anengine having only a single cylinder or any number of cylinders, forexample, a four, six, eight or twelve cylinder or more internalcombustion engine. In addition, control system 120 may be adapted foruse on any internal combustion engine having compression, combustion andexpansion events, including a rotary engine and a free piston engine.

As shown in FIG. 3, piston 130 is reciprocally mounted in the cylinder31 to form combustion chamber 132. The piston 130 transmits forcesgenerated by a combustion event into a conventional engine drive system.Referring to FIGS. 1-2, an intake air system 22 including intakemanifold 28 supplies intake air, or an air/fuel mixture to a respectiveintake port 136 associated with each cylinder 31. Likewise, exhaust gassystem 24 including exhaust manifold 32 receives exhaust gases flowingfrom exhaust ports 138. One or more intake valves, such an intake valve140 and one or more exhaust valves, such as exhaust valve 142, are movedbetween open and closed positions by a conventional valve controlsystem, or a variable valve timing system, to control the flow of intakeair or air/fuel mixture into, and exhaust gases out of, the cylinder 31,respectively.

The control system 120 includes an output sensor 144 for sensing ordetecting an engine operating condition indicative of the combustion incombustion chamber 132 and generating a corresponding signal 146. Outputsensor 144 permits effective combustion control capability by detectingan engine operating condition or parameter directly related to, orindicative of, the combustion event during the compression and/orexpansion strokes. For example, output sensor 144 can be a cylinderpressure sensor and may be provided on any or all engine cylinders forsensing, on a cycle-by-cycle basis, the indicated mean effectivepressure (IMEP). In this case, the sensor 144 can also provide otherengine condition data, such as the knock intensity, start of combustion,combustion rate, combustion duration, crank angle at which peak cylinderpressure occurs, combustion event or heat release placement, effectiveexpansion ratio, a parameter indicative of a centroid of heat releaseplacement, location and end of combustion data, any one of which may beused instead of or in addition to IMEP. In still other embodiments,sensor 144 can provide pressure ratio data in combustion chamber 132.Examples of pressure ratio data are provide in U.S. Pat. No. 5,878,717,which is incorporated herein by reference in its entirety for allpurposes.

Sensor 144 provides feedback control to controller 200. Controller 200receives signal 146, processes the signal and determines an actualoperating condition associated with the combustion in combustion chamber132. Since the contribution of liquid fuel from the first fuel source102 can be readily determined from, for example, a known or measuredflow rate of the liquid fuel supplied during the combustion event and aheating value associated with the liquid fuel, a contribution of thegaseous fuel to the operating condition can be determined from thedifference in the actual operating condition measured by sensor 144 andthe contribution of the first fuel source to the operating condition.The contribution of the gaseous fuel to the actual operating conditionis then compared to a predetermined desired or target contribution ofthe gaseous fuel to the operating condition. The target contribution ofthe gaseous fuel to the operating condition can be obtained, forexample, from a look-up table. Based on the comparison of the actualcontribution and the target contribution of the gaseous fuel source tothe operating condition, controller 200 then generates a plurality ofoutput signals, indicated at 148, for variably controlling respectivecomponents of the system so as to effectively ensure, that the actualcontribution of the gaseous fuel source is more closely aligned with thetarget contribution of the gaseous fuel source to the operatingcondition. Accordingly, the control system 120 effectively compensatesfor the difficulties in determining the flow rate and heating valuesassociated with the gaseous fuel source and in predetermining thecontribution of the gaseous fuel source to the operating conditions thatoccur during combustion in cylinder 31.

As discussed herein, control system 120 may include various componentsfor optimizing the contribution of the gaseous fuel source to theoperating conditions in cylinder 31. The objectives of, for example, lowoxides of nitrogen (NOx) emissions, high efficiency, and/or maximizationof substitution rate of the gaseous fuel without exceeding mechanicallimits, such as injector tip temperature, peak cylinder pressure, andknock avoidance, may be achieved using any one of the various controlcomponents, or any combination of the components. In particular, asshown in FIGS. 1-2, compressor 50 may be provided in intake air system22 upstream of intake manifold 28 for varying the boost intake pressure.Compressor 50 may be driven by any conventional means, such as anexhaust gas driven turbine 48. A bypass circuit 72 including a bypassvalve 74 around compressor 50 and wastegate valve 70 around turbine 48may be provided in a conventional manner. Charge air cooler 36 may alsobe provided downstream of compressor 24. Compressor 50, cooler 36 andturbine 48 each include control devices for varying the effect of theparticular component on the operating condition of cylinder 31. Forexample, wastegate 70 could be used to regulate the amount of exhaustgas supplied from the associated exhaust system, which is connected toexhaust conduit 34, to turbine 48 thereby varying the intake pressure asdesired. Similarly, control valve 74 or a control valve (not shown) forcharge air cooler 36 could be provided to permit variable control of theintake charge flow and cooling of the charge flow. Output signals 148from controller 200 are supplied to the various control devices tocontrol compressor 50, cooler 36 and turbine 48 so as to variablycontrol the pressure and temperature of the charge flow and amount ofgaseous fuel in the charge flow on a cycle-by-cycle basis.

In certain embodiments of the systems disclosed herein, controller 200is further structured to perform certain operations to control engineoperations and fueling of cylinders 31 with fueling system 21 to providethe desired speed and torque outputs. In certain embodiments, thecontroller 200 forms a portion of a processing subsystem including oneor more computing devices having memory, processing, and communicationhardware. The controller 200 may be a single device or a distributeddevice, and the functions of the controller 200 may be performed byhardware or software. The controller 200 may be included within,partially included within, or completely separated from an enginecontroller (not shown). The controller 200 is in communication with anysensor or actuator throughout the systems disclosed herein, includingthrough direct communication, communication over a datalink, and/orthrough communication with other controllers or portions of theprocessing subsystem that provide sensor and/or actuator information tothe controller 200.

Certain operations described herein include operations to determine oneor more parameters. Determining, as utilized herein, includes receivingvalues by any method known in the art, including at least receivingvalues from a datalink or network communication, receiving an electronicsignal (e.g. a voltage, frequency, current, or PWM signal) indicative ofthe value, receiving a software parameter indicative of the value,reading the value from a memory location on a non-transient computerreadable storage medium, receiving the value as a run-time parameter byany means known in the art, and/or by receiving a value by which theparameter can be calculated, and/or by referencing a default value thatis the parameter value.

The schematic flow description which follows provides an illustrativeembodiment of a method for a dual fueling mode of operation of internalcombustion engine system 20. As used herein, a dual fuel system 21 is afueling system in which a dual fueling mode is provided where each ofthe cylinders 31 of engine 30 receives a first fuel flow and a secondfuel flow in addition to the first fuel flow under certain operatingconditions. However, it is contemplated that the dual fueling system 21can be operated in a single fuel mode from first fuel source 102 uponoperator selection or certain operating conditions. Operationsillustrated are understood to be exemplary only, and operations may becombined or divided, and added or removed, as well as re-ordered inwhole or part, unless stated explicitly to the contrary herein. Certainoperations illustrated may be implemented by a computer such ascontroller 200 executing a computer program product on a non-transientcomputer readable storage medium, where the computer program productcomprises instructions causing the computer to execute one or more ofthe operations, or to issue commands to other devices to execute one ormore of the operations.

In FIG. 4, one embodiment of a flow diagram for operating engine 30 withdual fuel system 21 is disclosed. Procedure 300 starts at 302 upon, forexample, starting of engine 30. At operation 304 the operatingconditions of engine 30 are determined in which engine 30 is operatingwith liquid fuel from first fuel source (FS1) 102 and gaseous fuel fromsecond fuel source (FS2) 104. Procedure 300 continues at operation 304to determine a cylinder pressure P1 in each of the cylinders 31 during acombustion cycle. Cylinder pressure P1 can be measured or calculated bycontroller 200 from pressure signals received from sensor 144. Cylinderpressure P1 may be a single pressure output at a stage of the combustioncycle, a peak pressure output during the combustion cycle, an indicatedmean pressure (IMEP) over the combustion cycle, or other suitablepressure value or pressure values.

Based on the cylinder pressure P1, procedure 300 continues at operation308 to determine an actual operating condition of cylinder 31 as afunction of cylinder pressure P1. In one embodiment, the actualoperating condition includes a total energy output of the cylinderduring the combustion cycle. For example, operation 308 may include anoperation 310 to determine the IMEP over the combustion cycle to providean indication of the amount of torque produced by engine 30. Byreferencing combustion tables developed during production of engine 30and stored on controller 200, the total fueling energy delivered to thecylinder during the combustion cycle can be determined. Furthermore,since the amount of liquid fuel from first fuel source 102 is deliveredin a known amount according to a fueling command determined bycontroller 200 and with high accuracy, and since the liquid fuel has aknown heating value, the contribution to the total fueling energy fromfirst fuel source 102 can be determined by controller 200. As a result,controller 200 can be programmed to determine the actual contribution offueling energy from second fueling source 104 from the differencebetween the total fueling energy and the contribution of fueling energyprovided from first fueling source 102. The actual fueling energyprovided by the second fuel source corresponds to an actual substitutionrate of the gaseous fuel for the liquid fuel, which actual substitutionrate can be determined by reference to look up tables, operating maps orother data stored in controller 200.

From operation 310, procedure 300 continues at operation 318 todetermine a target operating condition. In the example in which theactual contribution of fueling energy from second fuel source 104 wasdetermined at operations 308 and 310, the target operating condition caninclude a target substitution rate for the gaseous fuel and theresulting fueling energy to be provided by the gaseous fuel from secondfuel source 104. The target operating condition can be determined, forexample, by providing engine operating parameters such as speed, torquerequest, exhaust flow rates, exhaust temperatures, intake pressure, etc.to controller 200 and determining a target substitution rate of thegaseous fuel for the liquid fuel that provides the desired fuelingenergy according to look-up tables, operating maps and/or otherinformation stored in controller 200. It is also contemplated that acylinder pressure parameter can be the target operating condition, suchas a centroid of heat release or parameter indicative thereof. If thecentroid of heat release is too retarded, the target substitution rateof the gaseous fuel can be increased, and if the centroid of heatrelease is too advanced, the substitution rate of gaseous fuel can bereduced. In yet another embodiment, the target operating condition isthe air-fuel ratio or lambda, in which the air flow can be increased ordecreased to achieve the target operating condition while keeping theflow from the fuel sources fixed and/or maintaining the targetsubstitution rate.

Procedure 300 continues at condition 320 in which it is determinedwhether the actual operating condition deviates from the targetoperating condition. For example, the actual energy contribution of thegaseous fuel to the energy output from the cylinder can be compared tothe target contribution of the gaseous fuel to the energy output fromthe cylinder. If conditional 320 is negative, procedure 300 returns tooperation 304 and continues as discussed above. If conditional 320 ispositive, procedure 300 continues at operation 322 in which thesubstitution rate of gaseous fuel from FS1 is adjusted to compensate forthe deviation of the actual operating condition from the targetoperating condition. Procedure 300 ends at 324 in response to, forexample, a key-off event.

Other operating conditions that can be determined based on the cylinderpressure P1 can also be compared to target operating conditions foradjustment in the substitution rate of gaseous fuel from FS2. In anotherembodiment of operation 308, the actual operating condition includes anoperation 312 to determine a heat release placement in the cylinderduring the combustion cycle in response to cylinder pressure P1. As thesubstitution rate of gaseous fuel from FS2 is increased, the heatrelease placement in the cylinder also advances. In addition, theeffective expansion ratio in the cylinder increases and the centroid ofheat release also advances. These actual combustion parameters such asthe actual heat release placement, effective expansion ratio, and/orcentroid of heat release (or parameters indicative thereof) can bedetermined from pressure P1 and the relative location of piston 130during the combustion cycle via, for example, a crank angle sensor. Atoperation 318 target combustion parameters can be determined for theactual heat release placement, effective expansion ratio, and/orcentroid of heat, and compared to the actual combustion parametersdetermined at operation 312. The contribution of the liquid fuel to thecombustion parameter is known from the timing and amount of injection ofliquid fuel. The contribution of the gaseous fuel to the combustionparameter can be determined from the difference in the combustionparameter and the known contribution of the liquid fuel to thecombustion parameter. If at conditional 322 a deviation in thecontribution of the gaseous fuel to the combustion parameter from atarget contribution of the gaseous fuel to the combustion parameter isdetermined, the substitution rate for gaseous fuel from FS2 for liquidfuel from FS1 can be adjusted to compensate for the deviation.

In yet a further embodiment, the air-to-fuel ratio or lambda of thecharge flow is adjusted after determining the adjustment in thesubstitution rate for the gaseous fuel from FS2 at operation 322. Forexample, the air-to-fuel ratio of the charge flow can be increased ordecreased to provide a targeted heat release placement, effectiveexpansion ratio, and/or centroid of heat release. The air-to-fuel ratioof the charge flow can be adjusted by, for example, controllingwastegate 70, intake throttle 76, compressor bypass valve 74, and/or avariable geometry turbine while providing gaseous fuel at the adjustedsubstitution rate.

In yet another embodiment, the air-to-fuel ratio of the charge flow isset to a target that is, for example, stored in look-up tables incontroller 200 and determined according to engine operating parameters.A deviation of the actual air-to-fuel ratio to the target air-to-fuelratio is determined from the actual energy contribution of the gaseousfuel to the total energy output of the cylinder 31 as discussed above.The actual charge flow air-to-fuel ratio is determined by dividing theactual energy contribution from the gaseous fuel source with the massair flow to the cylinder. The mass air flow can be measured or estimatedby, for example, a speed density approach. Adjustments in thesubstitution rate of gaseous fuel from FS2 and/or in the intake air flowcan be made to compensate for a deviation in the actual air-to-fuelratio of the charge flow from the target air-to-fuel ratio.

In still other embodiments, operation 308 can include an operation 314to determine the knock intensity from cylinder pressure P1 and/or anoperation 316 to determine the peak cylinder pressure from cylinderpressure P1. For example, a high level of noise or ringing in thecylinder pressure trace in combustion chamber 132 can indicate a highlevel of knock intensity. High peak pressures can also affect operationand increase wear on components. In response to the knock intensityand/or peak pressure exceeding a threshold amount, controller 200 canadjust the substitution rate of gaseous fuel from FS2 by, for example,lowering boost pressures or retarding the injection timing of liquidfuel from FS2 to delay the start of combustion in the combustion cycle,or by leaning out the charge flow by controlling the opening an intakethrottle 76 in the intake system 22 or closing of a wastegate 70 of theturbine 48 in the exhaust system 24.

Referring now to FIG. 5, another embodiment of a flow diagram foroperating engine 30 with dual fuel system 21 is disclosed. Procedure 400starts at 402 upon, for example, starting of engine 30. Procedure 400continues at operation 404 in which engine 30 is fueled in one of a dualfuel mode where engine is fueled with fuel from each of FS1 and FS2 or asingle fuel only mode where engine 30 is fueled with liquid fuel onlyfrom FS1. Procedure 400 continues at conditional 406 where it isdetermined if a transition in the fueling mode is desired from a dualfuel mode to a FS1-only mode, or from an FS1 only mode to a dual fuelmode. If conditional 406 is negative, procedure 400 returns to operation404.

If conditional 406 is positive, procedure 400 continues at operation 408to determine a cylinder pressure P1 in each of the cylinders 31 during acombustion cycle. Cylinder pressure P1 can be measured or calculated bycontroller 200 from pressure signals received from sensor 144. Cylinderpressure P1 may be a single pressure output at a stage of the combustioncycle, a peak pressure output during the combustion cycle, an indicatedmean pressure (IMEP) over the combustion cycle, or other suitablepressure value or pressure values.

In one embodiment, procedure 400 continues from operation 408 atoperation 410 to determine an actual operating condition that includesthe actual IMEP of one or more cylinders 31. At operation 412 procedure400 maintains an IMEP target that is based on the actual IMEP determinedat operation 410 during the fueling mode transition by adjusting one ormore engine operating parameters during the fueling mode transition.Adjusting the engine operating parameters can include, for example,adjusting the substitution rate of gaseous fuel for liquid fuel,manipulating an intake and/or exhaust throttle, opening or closing awastegate or inlet of a VGT, increasing the engine speed, or adjustingsome other operating parameter to maintain the IMEP target. The IMEPtarget may be the actual IMEP, a function of the actual IMEP, or an IMEPrange based on the actual IMEP. From operation 412, procedure 400continues at operation 418 to operate engine 30 in the new fueling mode.

In another embodiment, procedure 400 continues from operation 408 atoperation 414 to determine the energy contribution of FS1 and, if in aduel fueling mode, the energy contribution of FS2, as discussed above.The energy contribution of FS1 and, when applicable, FS2 are used atoperation 416 to determine an actual total energy contribution fromfueling, and to manage the fueling mode transition to maintain a targettotal energy contribution during the fueling mode transition at theactual energy contribution or as a function of the actual energycontribution determined at operation 414. From operation 416, procedure400 continues at operation 418 to operate engine 30 in the new fuelingmode. Procedure 400 ends at 420 in response to, for example, thecompletion of the fueling mode transition, a key-off event, or othertermination event.

Various aspects of the systems and methods disclosed herein arecontemplated. For example, one aspect relates to a method that includesoperating an internal combustion engine system. The engine systemincludes an intake system connected to an engine with a plurality ofcylinders and at least two fuel sources operably connected to theinternal combustion engine system to provide a flow of liquid fuel toeach of the plurality of cylinders and a flow of a gaseous fuel to eachof the plurality of cylinders. The intake system is coupled to each ofthe plurality of cylinders to provide a charge flow from the intakesystem to a combustion chamber of the respective cylinder. The internalcombustion engine system further includes an exhaust system. The methodincludes determining a pressure in the combustion chamber of at leastone cylinder during a combustion cycle associated with the cylinder;determining at least one operating condition of the at least onecylinder as a function of the pressure; and adjusting a substitutionrate of the gaseous fuel for the liquid fuel in response to theoperating condition deviating from a target operating condition.

According to another aspect, a system is disclosed that includes aninternal combustion engine including a plurality of cylinders with apressure sensor associated with at least one of the cylinders, anexhaust system configured to receive exhaust from the plurality ofcylinders, and an intake system configured to direct a charge flow tothe plurality of cylinders. The intake system includes a compressor forcompressing the charge flow. The system further includes a fuel systemwith a first fuel source operable to provide a liquid fuel to theplurality of cylinders and a second fuel source operable to provide agaseous fuel to the plurality of cylinders. The system also includes acontroller connected to the engine, the pressure sensor, the first fuelsource, and the second fuel source. The controller is configured toreceive pressure signals indicative of a pressure in the combustionchamber of the at least one cylinder during a combustion cycleassociated with operation of the internal combustion engine and anoperating condition of the at least one cylinder as a function of thepressure. The controller is further configured to adjust a substitutionrate of the gaseous fuel for the liquid fuel in response to theoperating condition.

Various embodiments of the systems and methods are contemplated. In oneembodiment, a first part of the operating condition attributable to theliquid fuel is determined and a second part of the operating conditionattributable to the gaseous fuel is determined. The second part of theoperating condition is determined from a difference between theoperating condition determined as a function of the pressure in the atleast one cylinder and the first part of the operating condition. In onerefinement, the pressure is an IMEP, operating condition is an energyoutput produced by combustion of the liquid fuel and gaseous fuel in thecombustion chamber determined from the IMEP, and the first part of theoperating condition is an energy contribution of the liquid fuel to theenergy output determined from an amount of liquid fuel provided duringthe combustion cycle and the heating value of the liquid fuel. In afurther refinement, the second part of the operating condition is anenergy contribution of the gaseous fuel to the energy output, the energycontribution of the gaseous fuel is compared to a target contribution ofthe gaseous fuel to the energy output of the cylinder, and thesubstitution rate of the gaseous fuel is adjusted in response to theenergy contribution of the gaseous fuel deviating from the targetcontribution. In another refinement, the second part of the operatingcondition is an energy contribution of the gaseous fuel to the energyoutput, an air-to-fuel ratio of the charge flow is determined from theenergy contribution of the gaseous fuel and a mass air flow of thecharge flow, the air-to-fuel ratio of the charge flow is compared to atarget air-to-fuel ratio of the charge flow, and the charge flow isadjusted in response to the air-to-fuel ratio of the charge flowdeviating from the target air-to-fuel ratio. In yet a furtherrefinement, the charge flow is adjusted by opening or closing at leastone of an intake throttle in the intake system, a compressor bypassvalve in a compressor bypass, a wastegate of a turbine in the exhaustsystem, and a variable geometry turbine in the exhaust system. Inanother refinement, the charge flow is adjusted by varying the liftprofile of at least one of an exhaust valve and an intake valve of thecylinder.

In another embodiment, the operating condition includes a combustionparameter in the combustion chamber of the cylinder during thecombustion cycle. In one refinement, the combustion parameter is atleast one of a heat release placement, an effective expansion ratio, anda parameter indicative of the centroid of heat release during thecombustion cycle. In another refinement, the second part of theoperating condition is a contribution of the gaseous fuel to thecombustion parameter, the contribution of the gaseous fuel to thecombustion parameter is compared to a target contribution of the gaseousfuel to the combustion parameter, and the substitution rate of thegaseous fuel for the liquid fuel is adjusted in response to thecontribution of the gaseous fuel to the combustion parameter deviatingfrom the target contribution of the gaseous fuel to the combustionparameter.

In another embodiment, a timing of injection of the liquid fuel into thecombustion chamber is retarded in response to the knock intensityexceeding a threshold amount. In yet another refinement, the charge flowinto the combustion chamber is leaned out in response to the knockintensity exceeding a threshold amount. In a further refinement, thecharge flow is leaned out by at least one of opening an intake throttlein the intake system, closing a wastegate of a turbine in the exhaustsystem. In another embodiment, a substitution rate of the gaseous fuelis lowered in response to the knock intensity exceeding a thresholdamount.

In another embodiment, the at least one operating condition is a peakpressure in the cylinder, and a pressure of the charge flow is reducedin response to the peak pressure exceeding a threshold amount.

In yet another embodiment, the liquid fuel is diesel fuel and thegaseous fuel is selected from the group consisting of natural gas,bio-gas, methane, propane, ethanol, producer gas, field gas, liquefiednatural gas, compressed natural gas, or landfill gas. However, othertypes of primary and secondary fuels are not precluded, such as anysuitable liquid fuel and gaseous fuel. In a further embodiment, theintake system includes an intake throttle downstream of the compressorand a controllable bypass around the compressor, and the exhaust systemincludes at least one of a variable geometry turbine and a wastegatedturbine.

According to another aspect, a method includes operating an internalcombustion engine system including an intake system connected to anengine with a plurality of cylinders and at least two fuel sourcesoperably connected to the internal combustion engine system to provide aflow of liquid fuel to each of the plurality of cylinders in a firstfueling mode and, in a second fueling mode, to provide a flow of agaseous fuel to each of the plurality of cylinders in addition to theflow of liquid fuel. The intake system is coupled to each of theplurality of cylinders to provide a charge flow from the intake systemto a combustion chamber of the respective cylinder and an exhaustsystem. The method includes determining a pressure in the combustionchamber of at least one cylinder during a combustion cycle associatedwith the cylinder; determining at least one actual operating conditionas a function of the pressure; and transitioning from one of the firstand second fueling modes to the other of the first and second fuelingmodes while maintaining a target operating condition as a function ofthe actual operating condition during the transition.

In one embodiment of the method, the at least one actual operatingcondition is an indicated mean effective pressure (IMEP) of the at leastone cylinder and the target operating condition is a target IMEP. Inanother embodiment of the method, the at least one actual operatingcondition is a total energy contribution of the liquid fuel and thetarget operating condition is a target energy contribution of the liquidfuel and the gaseous fuel.

While the invention has been illustrated and described in detail in thedrawings and foregoing description, the same is to be considered asillustrative and not restrictive in character, it being understood thatonly certain exemplary embodiments have been shown and described. Thoseskilled in the art will appreciate that many modifications are possiblein the example embodiments without materially departing from thisinvention. Accordingly, all such modifications are intended to beincluded within the scope of this disclosure as defined in the followingclaims.

In reading the claims, it is intended that when words such as “a,” “an,”“at least one,” or “at least one portion” are used there is no intentionto limit the claim to only one item unless specifically stated to thecontrary in the claim. When the language “at least a portion” and/or “aportion” is used the item can include a portion and/or the entire itemunless specifically stated to the contrary.

What is claimed is:
 1. A method, comprising: operating an internalcombustion engine system including an intake system connected to anengine with a plurality of cylinders and at least two fuel sourcesoperably connected to the internal combustion engine system to provide aflow of liquid fuel to each of the plurality of cylinders and a flow ofa gaseous fuel to each of the plurality of cylinders, wherein the intakesystem is coupled to each of the plurality of cylinders to provide acharge flow from the intake system to a combustion chamber of therespective cylinder, the internal combustion engine system furtherincluding an exhaust system; determining a pressure in the combustionchamber of at least one cylinder during a combustion cycle associatedwith the cylinder; determining at least one operating condition of theat least one cylinder that is based on the pressure, wherein the atleast one operating condition includes an air-to-fuel ratio of thecharge flow from a mass air flow of the charge flow and an energycontribution of the gaseous fuel to an energy output from the at leastone cylinder that is determined from the pressure in response tocombustion of the liquid fuel and gaseous fuel in the combustionchamber; comparing the air-to-fuel ratio of the charge flow to a targetair-to-fuel ratio of the charge flow; and adjusting a substitution rateof the gaseous fuel for the liquid fuel in response to the operatingcondition deviating from a target operating condition and adjusting thecharge flow in response to the air-to-fuel ratio of the charge flowdeviating from the target air-to-fuel ratio.
 2. The method of claim 1,wherein the pressure is an indicated mean effective pressure (IMEP), theoperating condition is an energy output determined from the IMEP inresponse to combustion of the liquid fuel and gaseous fuel in thecombustion chamber, and a first part of the operating condition is anenergy contribution of the liquid fuel to the energy output determinedfrom an amount of the liquid fuel provided during the combustion cycleand a heating value of the liquid fuel and a second part of theoperating condition is an energy contribution of the gaseous fuel to theenergy output.
 3. The method of claim 2, comprising: comparing theenergy contribution of the gaseous fuel to a target contribution of thegaseous fuel to the energy output of the cylinder; and adjusting thesubstitution rate of the gaseous fuel in response to the energycontribution of the gaseous fuel deviating from the target contribution.4. The method of claim 1, wherein adjusting the charge flow includes atleast one of: opening or closing at least one of an intake throttle inthe intake system, a compressor bypass valve in a compressor bypass, awastegate of a turbine in the exhaust system, a variable geometryturbine in the exhaust system; and varying a lift profile of at leastone of an intake valve and an exhaust valve of the cylinder.
 5. Themethod of claim 1, wherein the operating condition includes a combustionparameter in the combustion chamber of the cylinder during thecombustion cycle.
 6. The method of claim 5, wherein the combustionparameter is at least one of a heat release placement, an effectiveexpansion ratio, and a centroid of heat release during the combustioncycle.
 7. The method of claim 5, further comprising comparing acontribution of the gaseous fuel to a target contribution of the gaseousfuel to the combustion parameter, and adjusting the substitution rate ofthe gaseous fuel for the liquid fuel includes adjusting the substitutionrate in response to the contribution of the gaseous fuel to thecombustion parameter deviating from the target contribution of thegaseous fuel to the combustion parameter.
 8. The method of claim 1,wherein determining the at least one operating condition includesdetermining a peak pressure in the cylinder, and further comprisingreducing a pressure of the charge flow in response to the peak pressureexceeding a threshold amount.
 9. The method of claim 1, wherein theliquid fuel is diesel fuel and the gaseous fuel is selected from thegroup consisting of natural gas, bio-gas, methane, propane, ethanol,producer gas, field gas, liquefied natural gas, compressed natural gas,and landfill gas.
 10. A method, comprising: operating an internalcombustion engine system including an intake system connected to anengine with a plurality of cylinders and at least two fuel sourcesoperably connected to the internal combustion engine system to provide aflow of liquid fuel to each of the plurality of cylinders and a flow ofa gaseous fuel to each of the plurality of cylinders, wherein the intakesystem is coupled to each of the plurality of cylinders to provide acharge flow from the intake system to a combustion chamber of therespective cylinder, the internal combustion engine system furtherincluding an exhaust system; determining a pressure in the combustionchamber of at least one cylinder during a combustion cycle associatedwith the cylinder; determining at least one operating condition of theat least one cylinder that is based on the pressure, wherein determiningat least one operating condition includes detecting a knock intensityfrom the pressure in the at least one cylinder; adjusting a substitutionrate of the gaseous fuel for the liquid fuel in response to theoperating condition deviating from a target operating condition; andretarding a timing of injection of the liquid fuel into the combustionchamber in response to the knock intensity exceeding a threshold amount.11. A method, comprising: operating an internal combustion engine systemincluding an intake system connected to an engine with a plurality ofcylinders and at least two fuel sources operably connected to theinternal combustion engine system to provide a flow of liquid fuel toeach of the plurality of cylinders and a flow of a gaseous fuel to eachof the plurality of cylinders, wherein the intake system is coupled toeach of the plurality of cylinders to provide a charge flow from theintake system to a combustion chamber of the respective cylinder, theinternal combustion engine system further including an exhaust system;determining a pressure in the combustion chamber of at least onecylinder during a combustion cycle associated with the cylinder;determining at least one operating condition of the at least onecylinder that is based on the pressure, wherein determining at least oneoperating condition includes detecting a knock intensity from thepressure in the at least one cylinder, adjusting a substitution rate ofthe gaseous fuel for the liquid fuel in response to the operatingcondition deviating from a target operating condition; and leaning outthe charge flow into the combustion chamber in response to the knockintensity exceeding a threshold amount.
 12. The method of claim 11,wherein leaning out the charge flow includes at least one of opening anintake throttle in the intake system and closing a wastegate of aturbine in the exhaust system.
 13. A method, comprising: operating aninternal combustion engine system including an intake system connectedto an engine with a plurality of cylinders and at least two fuel sourcesoperably connected to the internal combustion engine system to provide aflow of liquid fuel to each of the plurality of cylinders and a flow ofa gaseous fuel to each of the plurality of cylinders, wherein the intakesystem is coupled to each of the plurality of cylinders to provide acharge flow from the intake system to a combustion chamber of therespective cylinder, the internal combustion engine system furtherincluding an exhaust system; determining a pressure in the combustionchamber of at least one cylinder during a combustion cycle associatedwith the cylinder; determining at least one operating condition of theat least one cylinder that is based on the pressure, wherein determiningat least one operating condition includes detecting a knock intensityfrom the pressure in the at least one cylinder; adjusting a substitutionrate of the gaseous fuel for the liquid fuel in response to theoperating condition deviating from a target operating condition; andlowering the substitution rate of the gaseous fuel in response to theknock intensity exceeding a threshold amount.
 14. A method, comprising:operating an internal combustion engine system including an intakesystem connected to an engine with a plurality of cylinders and at leasttwo fuel sources operably connected to the internal combustion enginesystem to provide a flow of liquid fuel to each of the plurality ofcylinders in a first fuelling mode and, in a second fuelling mode, toprovide a flow of a gaseous fuel to each of the plurality of cylindersin addition to the flow of liquid fuel, wherein the intake system iscoupled to each of the plurality of cylinders to provide a charge flowfrom the intake system to a combustion chamber of the respectivecylinder, the internal combustion engine system further including anexhaust system; determining a pressure in the combustion chamber of atleast one cylinder during a combustion cycle associated with thecylinder; determining at least one actual operating condition as afunction of the pressure, wherein determining the at least one actualoperating condition includes determining an air-to-fuel ratio of thecharge flow from a mass air flow of the charge flow and an energycontribution of the gaseous fuel to an energy output from the at leastone cylinder, wherein the energy output is determined from the pressurein response to combustion of the liquid fuel and gaseous fuel in thecombustion chamber; comparing the air-to-fuel ratio of the charge flowto a target air-to-fuel ratio of the charge flow; and transitioning fromone of the first and second fuelling modes to the other of the first andsecond fuelling modes while maintaining a target operating conditionduring the transition as a function of the actual operating conditionbefore the transition and adjusting the charge flow in response to theair-to-fuel ratio of the charge flow deviating from the targetair-to-fuel ratio.
 15. The method of claim 14, wherein the at least oneactual operating condition is an indicated mean effective pressure(IMEP) of the at least one cylinder and the target operating conditionis a target IMEP.
 16. The method of claim 14, wherein the at least oneactual operating condition is a total energy contribution of the liquidfuel and the gaseous fuel and the target operating condition is a targetenergy contribution of the liquid fuel and the gaseous fuel during thetransition.
 17. The method of claim 14, wherein the pressure is anindicated mean effective pressure (IMEP), the at least one actualoperating condition is an energy output determined from the IMEP inresponse to combustion of the liquid fuel and gaseous fuel in thecombustion chamber, and a first part of the at least one actualoperating condition is an energy contribution of the liquid fuel to anenergy output determined from an amount of the liquid fuel providedduring the combustion cycle and a heating value of the liquid fuel and asecond part of the at least one actual operating condition is an energycontribution of the gaseous fuel to the energy output, the methodfurther comprising: comparing the energy contribution of the gaseousfuel to a target contribution of the gaseous fuel to the energy outputof the cylinder; and adjusting a substitution rate of the gaseous fuelin response to the energy contribution of the gaseous fuel deviatingfrom the target contribution.